Servomotor and control for transmissions



April 25, 1939. v. w. KLIESRATH 2,156,118

SERVOMQTOR AND CONTROL FOR TRANSMISSIONS '7 sheets-sheet 1 Filed March 21, 193e NETRAA,

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SERVOMOTOR AND CONTROL FOR TRANSMISSIONS Filed March 21, 193e 7 sheets-sheet 2 .322 NEUTRAL 0F AHEAD 320 /04 v STARTER //0 v/061 Al` cuT-ouT 5w Il' llllll @n D /0 /00' IN VEN TOR.

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SERVOMOTOR AND CONTROL FOR TRANSMISSIONS Filed March 21, 1956 7 Sheets-Sheet 5 0W ATT RNEY April 25, 1939 v. w. KLIESRATH SERVOMOTORl AND CONTROL FOR TRANSMISSIONS Filed March 2l, 1936 '7 Sheets-Sheet 4 April 25, 1939. v. w. KLll-:SRATH 2,156,118

SERVOMOTOR AND CONTROL FOR TRANSMISSIONS 7 Sheets-Sheet 5 Filed March 2l, 1956 sTARTIG /94 776/6 n 776./ 7

INVENTOR. V/CTO, W/ESATH AT ORNEY '7 Sheets-Sheet 6 INVENTOR.

AT RNEY April 25, 1939. v. w. KLIESRATH SERVOMOTOR AND CONTROL'FOR TRANSMISSIONS Filed March 2l, 1956 April 25, 1939. v. w. KLlEsRATH 2,156,118

SERVOMOTOR AND CONTROL FOR v'IRASM'ISSIONS I l 7 Sheets-Sheet 7 Filed March 21, 1956 Z55 31.4 776.2/ 254 Y f 236 X52, A, 252 -Y- 4 250 il# 222 sTARTy 245 35 64 w 242 d 220 ON AHEAD '45 40 Z8 230 i? 26a l z/ NEUTRAL 266 il 286 l -7-76. ZZ

56 INVENTOR. V/C TOR 14./ /l//SAT/ BY Mr# AT ORNEY Patented Apr. 25, 1939 w SERVOMOTOR.' AND CGNTROL FOR TRANSIVIISSIONS Victor W. Kliesrath, South-Bend, Ind., signor lto Bendix Products Corporation, South Bend,

Ind., a corporation of Indiana Application March 21, 1936, Serial No. 70,068

l. 4 claims.

This invention relates in general to means for operating the transmission mechanism or socalled reverse gear of marine craft and in particular to remotelyl controlled power means for operating said transmission.

The increasing weight of such craft and the demand that top speeds of propulsion be increased have necessitated transmission mecha'- nism, the manual operation of which is exceed` ingly difficult. For example, with such a transmission`the clutch springs must necessarily be quite heavy and the lubricating oil of relatively high viscosity. It is accordingly the principal object of this invention to provide power means for operating the transmission requiring a minimum of skill and a minimum of physical effort to operate.

The invention also contemplates the provision of a transmission operating power means functioning in a manner which fully simulates a conventional manual operation of the transmission. Tothis end there is provided a miniature or dummy shift lever easily accessible to the pilot ad-A jacent the steering wheel, a forward movement of said lever effecting a forward or ahead operation of the transmission to propel the craft forwardly, a rearward movement of the lever effecting a reverse or astern operation of the transmission to `propel the craft rearwardly, and a neutral position of the lever neutralizing the transmission to disconnect or unload the engine from the propeller shaft.

A further object of the invention is to provide a power operated propeller shaft brake operable, when and only when the aforementioned control lever is placed in its neutral position, to obviate any driving movement of the shaft. v

Yet another object of the invention is to provide a remotely controlled transmission operating power means of theelectro-pneumatic typeLsaid means having five operative positionsa position to propel the craft ahead, two positions to maneu` ver the craft, i. e., in dockingthe same, a position to neutralize the transmission, and, lastly, a position to reverse the' direction of the craft.

Another object of the invention is to provide a pressure dierential operated motor operatively connected to the transmission or reverse gear, said motor being in part controlled by two threeway valves, one connected with each end of the motor. The three-way valves are operated by solenoids, the latter being controlled by a master or pilot selector switch and by a selector switch operated by the power element of the motor, said switches being so wired to the solenoids and to each other as to make possible, through the in- 'termediary of the two valves, the aforementioned operation of the transmission.

A further object of the invention is t`o provide a compact control switch mechanism including means so interlocking the aforementioned pilot selector switch and a combined ignition and starter selector switch as to make possible an operation of the latter switch only when the pilot selector switch is in its neutral position.y 10

Other features of the invention, including novel combinations and subcombinations of parts and details of construction, such as the iconstruction of the combined ignition, starter and selector switches, will be made apparent from the following detailed description, taken in conjunction with the accompanying drawings, in which:

Figure 1 is a side elevation of a conventional marine craft, the transmission operating power means of my invention being disclosed in dotted lines;

Figure 2 is a diagrammatic view, in side elevation, of the principal elements of the power means constituting my invention;

Figure 3 is likewise a diagrammatic view of the 25 elements of the invention with special emphasis .laid on the electrical hook-up;

Figures 4 and 5 are views, similar to Figure 3, disclosing modied forms of the invention;

Figure 6 is a further modified form providing, in addition to the mechanism of Figure 3, means for limiting the energization of the -pcwer means to effect a maneuvering operation of the transmission;

Figure 7 is a plan view of a preferred form of the transmission operating pressure differential operated motor of my invention;

Figure 8 is a vertical sectional view of the motor shown in-Figure 7;

Figure 9 is a sectional view, taken on the line 9 9 of Figure 8, disclosing details of the motor operating neutral switch; j Figures 10 and 1-1 are other sectional views of the transmission operating motor, said views being taken on the lines lli-'l0 and H-ll of Figure 7;

Figure 12 is a plan view of the selector switch mechanism of my invention;

Figure 13 is a longitudinal sectional view'of the selector switch of Figure 12, said view being taken on the line I3-I3 of Figure 12;

Figures 14, 15, 16, 17 and 18 are various sectional views of the switch mechanism, said views being taken respectively on the lines Il-M, I5I5,l6|6,|1i1 and l-I of Figure 13;

Figure 19 is a sectional view disclosing the details of a conventional'reverse gear transmission y i for marine craft;

pedestal type of control switch mechanism, saidv mechanism including an interlock between a combined ignition and starter switch andthe selector switch for the transmission operating power means;

Figure 23 is a fragmentary developed View disclosing, in detail, `the interlocked mechanism of Figure 22;- and Figures 24 and 25 are sectional views of the combined starter and ignition switch of Figure 22, said views being taken on the lines 24-24 and -25 of Figure 22. l

As disclosed in Figure 1, the major elements of the power plant, including an engine I0, a reverse gear or transmission I2, a propeller shaft I4, propeller I8 and reverse gear operating power means I8, are located amidships of the craft. Referring to Figure 2.for other elements of the reverse gear operating means, there is disclosed' a manually operable shift lever 20 positioned conveniently near the pilots seat and operably connected by'link 22 to a shift lever 24 extending from a housing 28 of the gear mechanism. A manually perable selector switch 28, mounted on the steering post adjacent the steering wheel 32, and a propeller shaft band brake mechanism 84 operated by a Vmotor 88 complete the principal elements of the invention.

'I'he electro-pneumatic reverse gear operating power means constituting my invention is diagrammatically disclosed in Figures 2 and 3, wherein the gear mechanism `I2 is arranged to be operated by the lever 2.4,;the'latter being operably connected by a link 88 to a piston 40 reciprocable within a double-ended cylinder 42. 'Ihe cylinder and piston together constitute a motor, indicated by the numeral I8. End compartments 44 and 48 of the cylinder are adapted, as will be more fully described hereinafter, to be alternately connected to a source of vacuum, preferably an intake manifold 48, and to the atmosphere by means of power operated three-way valves 50 and 52. The gear operating motor I8 is successively energized to selectively position the reverse gear mechanism in any one of its ahead, neutral or astern positions, as indicated by the several positions of the lever 24 in Figure 3. The valves 50 and 52 are preferably solenoid operated, wiring 54, Figure 2, interconnecting the solenoids with the aforementioned selector switch 28.

There are disclosed in Figures 7 to 11 the details of the motor I8 of the power mechanism. As shown in Figures 7, 10 and 11, the valve mechanism comprises a casing 58 to which are secured solenoids 58 and 80. The casing is preferably detachably secured to the cylinder 42 by means of a band 82, as disclosed in Figures 7 and 11. To armatures 84 and 88 of the solenoids are secured valve members v88 and 10, the member '88 being adapted to seat at 12 and 14 and the member 10 at 18 and 18 to alternately connect the motor unit with the vacuum or atmosphere. Briey describing the pneumatic connections, conduits 80 and 82 serve to interconnect the intake manifold 48 of the engine I0 with a conduit l84, Figures 7 and 11, and a conduit 88 serves tol interconnect an air cleaner 88 with conduit 90, Figure 7.

Describing the electrical hook-up, Figure 3.

'solenoid 80 is connected, by wiring 92, with a contact 94 of the selector switch 28, solenoid 58 is connected, by wiring 98, with contact 98 of the selector switch, and a contact |00 of the switch is connected, by hot wire |02, to a battery |04, ignition and cutfout switches |08 and |08 being interposed in series inV this connection. A starter switch ||0 is also incorporated in the circuit, being connected, as disclosed in Figure 3, between the ignition and cut-out switches. 'Ihe ignition and starter switches are combined mechanism I| 2, as more fully described hereinafter. A neutral contact ||4 of the switch 28 is connected, by wiring II8, to a common contact ||8 of a so-called neutral switch mechanism |20, one contact |22 of the latter being connected, by wiring |24, to thewiring 98, and another contact |28 of the switch |20 being connected, by wiring |28, to the wiring 92.

Figures 8 and 9 disclose the details of the motor unit |8 and neutral switch |20, the latter comprising a casing |30 preferably built into the cylinder 42 and housing the aforementioned contacts |22 and |28 which are pivotally secured to the casing at |32 and I 34 respectively. The contacts are biased by springs |38`and |88 into engagement with the contact ||8 but are normally held spaced from said contact by an end portion |40 of a lever |42, pivoted within the cylinder at |44." The lever is preferably biased, by a spring- |48, to a position to permit contact |22 to engage contact II8.

Referring to Figures 12 to 18, inclusive, for a detailed disclosure of the selector switch mechanism 28, there is provided a tubular casing |48 adapted to be secured to the steering post 30 by bolts |50. A manually operable handle member |52 is secured to a two-diametered pin |54 by bolt e |58 and the aforementioned combined ignition and starting motor switch ||2 is built into the lil as one switch casing |48. A conductor ring |58, Figure 14, I

is secured by contact pins |80, |82 and |84 to a disk |88 of insulating material, the latter being keyed at |88 tothe pin |54. The handle |52 is urged into contact with the casing |48 at its bearing |10 by means of pins |12, urged by springs |14 into engagement with a collar |18 rigidly secured to the pin |54. 'I'he contact pins |82 and |84 are adapted to slidably contact the aforemen- Y tioned contact |00 sulating material, the latter being rigidly secured to the casing |48 by means of a shoulder |80 in the casing and a locking ring |82.

The contact pin is contactible with the .three aforementioned contacts 94,

98`and ||4, the latter being embedded within the disk |18 and wired to the solenoids 58 and 80 and neutral switch |20, as previously described. 'I'he disk |88 and its contacts are biased into contact with the contacts in the disk |18 by means of a spring |84 interposed between the disk |88 and the collar I 18. 'Ihe showing of the switch in Figure 3 is, of course, merely diagrammatic and does not therefore agree in detail with the mechanism of Figures l2 to 16.

Describing now the details of the starter and ignition switch ||2, a casing |88 is permanently secured, by rivets |88, to the switch casing 48. Within the casing |88 there is rigidly secured a disk |90 of insulating material in which is embedded three contact members |92, |94 and |98 connectedrespectively to the starting motor for secured to a disk l|18 of in-Y the engine, to the ignition and to the battery |04, or other source of electrical power. Within a second disk |88 of insulating material are embedded contacts 200 and 202, and the disk |68 is rotated by means of a handle 2I|4 secured to a post 206, the latter connected to a stamping 208 secured to the'disk.

There is disclosed in Figures 22 to 25, inclusive, an alternative form of control switch mechanism, wherein the starter and ignition switch unit is interlocked with the selector switch for controlling the reverse gear operating power means. This mechanism comprises a hollow pedestal type oi' casing 2 I 0 housing a combined starting motor and ignition switch unit 2|2 and a selector switch unit 2|4. Thelater unit comprises an insulator disk 2|6 rotatably mounted on a pin 2|8. Within 220 and contacts 222, 224 (not shown). and 226, similar to the construction of the switch of Figure 13. The disk 2I6 is keyed to a cup-shaped base portion'228 of a manually operated control member 230 by pins 232, the member 230 being rotatably mounted on the pin 2|8 and secured to the later by set screw 234. A spring 236 serves to bias the member 2|6 and its contacts into engagement with a second insulator disk 238 rigidly secured to the casing 2|0 by ring 240, in which disk is embeddeda contact 242 wired to a battery and three contacts 244 wired to the solenoids and neutral switch, as previously described.

The switch unit 2|2 is positioned within a cupshaped housing member 246 detachably secured to a threaded end 248 of the pin 2|8 by means of a set screw 250. A disk 252 of insulating material is keyed to the member 246 by pins 254 and a stamping 256 is secured to the memberl 252 by tabs 258. The stamping constitutes a contact member being provided with raised portions 260 and 262 adapted to be urged, by a spring 264, into contact with contact members 266, 268 and 210, embedded within'a disk 214 of insulating material and connected respectively to the bat'- tery, to the ignition switch and to the starting motor switch, all as previously described.

An important feature of the invention, aside from the compactness oi' the switch mechanism just described, lies in an interlockmechanism between the two switches 2|2 and 2 I4. This construction comprises a pin 216, Figure 23, nested between the members 246 and 228, the latter being provided with recesses 218 and 280 respectively, the recesses being provided with indents 282 and 284. As to the functioning of the interlock, as will be obvious from an inspection of Figure 23, when and only when the selector switch 2 I4 is in its neutral'position may the ignition and starter switch unit 2|2 be operated to close either the ignition or starting motor circuits. A fool-proof mechanism is thus provided,

, preventing the engine from being started while the provision of a propeller shaft operated brake 34 operable to render the shaft immovablewhen the disk is embedded a ringv and only when the transmission is in its neutral position. i Creeping of the boat, resulting, for example, from a slipping clutch, is thus lviated. In the embodiment disclosed in Figure 3 there is provided a motor unit 36 comprising a cylinder 282 and piston 284, the former being conveniently secured ,to the chassis adjacent the propeller shaft and the latter being connected, through the intermediary of a link 286 and lever 288, with a band type brake mechanism 34 operably secured to the propeller shaft to prevent rotation thereof. The compartment 300 of the motor 36 may be evacuated, via alconduit 302 and'conduit 80, to energize the motor and apply the brake,with operation of a solenoid operated three-way valve unit 304. The solenoid is connected respectively by wires 306 and 308 to a switch 3|0 and the neutral contact I I4 of the switch 28.

Describing now in brief the operation of the previously described mechanism, the selector switch of Figure 13 or the similar switch of Figure 22 is placed in its neutral position, whereupon the starter and ignition switch is-operated to start y the engine. Vacuum being created in the intake manifold 48 by virtue of an idling engine, the

erated to place the transmission or so-called reverse gear in its ahead position to move the boat forwardly. The selector switch is then placed in its ahead position to energize the solenoid 58. 'I'he armature 64 is accordingly moved upwardly, Figure 10, to seat the valve 68 upon its seat 12, closing ofi the communication with the atmosphere via conduits 86 and 80, a duct 3I2 and a recess 3|4 and interconnecting the manifold 48 with the compartment 44 of the motor unit via conduits 80,82, 84 and a conduit 3| 6. The compartment 46, of course, remains in communication with the atmosphere, via a conduit 3|8 and the aforementioned air circuit, and under the load of the atmosphere the piston 40 is then forwardly. According to one feature of the invention, the lever 24, when in its ahead position,

contacts a lever 320 of a cut-off switch mechanism 322 to move the latter lever to its of! position. The circuit to the solenoid 58 is thus automatically broken to obviate a drain on the battery.

With a movement of the piston 40 to the left, as just described, the spring |46 functions to rotate the lever |42 clockwise, permitting con- -tact |22 to move into contact with contact |I8, under the action of spring |36. Thus with the establishment of the ahead position of the transmission, means are automatically brought into operation, by power, to in part establish a circuit between the battery and solenoid 60. Should the operator now desire to neutralize the transmission, he needs but to move the selector switch to its neutral position, thus completing the circuit to energize the solenoid 60. The valve 10 is thus operated to again energize the motor to move the piston 40 and its connected lever 24 back to its neutral position. 'I'he operation of the mechanism to establish the astern position of the transmission will be obvious from the aforementioned description together with a disclosure of the drawings.

The solenoid circuit is not cut out in establishing the astern position, practically an equivalent effect, however, being attained by the action of a return spring 324 securedvto the levers |52 75 4 or 230, for when the operator removes his hand from the lever, after an astern operationof the transmission, the lever is automatically neutralized by the spring'to thus neutralize the transmission.

Describing in greater detail the operation of the propeller shaft brake, when and only when the lever 24 is in a neutral position, said lever at its end closes the switch 3| 0 to ground the wire 306, resulting in an operation of the brake motor 36 to apply the brake 34.

There is disclosed in Figure 4 a modified form of electro-pneumatic transmission operating mechanism, the same being similar to that of Figure 3 with the exception thatthe propeller shaft brake 34 instead of being `operated by power is mechanically operated by a lever 326 connected with a lever 328 by a link 330.

With the modificationof Figure 5, the propeller shaft brake is dispensed with.

There is disclosed in Figure V6 a modiiication of the invention whereby the transmission may be operated to limit the torque transmitted to the propeller shaft, thus providing a means to facilit-ate a maneuvering or docking of the boat. To this end a solenoid operated choke valve 332 is incorporated in the juncture between the conduits 80, 82 and 302 of the mechanism of Figure 3. 'I'he valve comprises a casing 334 housing a diaphragm 336, the latter being connected, by a rod 338, with an armature 340 of a solenoid 342. The;` solenoid is connected, by wiring 344, to contacts 346 and 348 of a selector switch 350.

Describing the-operation of the above-described mechanism, when it is desired to only partly load the clutch of the reverse gear, to thus slip the same and cut either the forward or reverse speed of the boat to a the operator moves the selector switch to a position to bridge either the contacts '94 and 348 or the contacts 98 and 346. The solenoid 342, together with one or the other of solenoids 58 or 60, is thus energized, the diaphragm 336 of the valve 332 being loaded to counteract, to a degree, the effect of a return spring 352. Then, when the motor I8 and valve 332 have been evacuated to a degree suiiicient to permit the spring 352 to seat the diaphragm upon its seat 354, the manifold is automatically cut off from the motor I8 andthe piston 40 suspended in its then existing position to effect the aforementioned result.

There is disclosed in Figure 20 an alternative form of brake operating mechanism. In this arrangement a propeller shaft brake, comprising a band 356, an anchor 358 and friction lining 360, is arranged to be applied to a drumv surface 362 by a lever 364 and link 366, the latter being connected to a diaphragm 368 of a pressure differential operated motor 310. To the housing 312 of the motor is secured a valve mechanism 314, said mechanism comprising a solenoid operated three-way valve similar in construction to one of the Valves of Figure 10.

The transmission or so-called reverse gear unit may be of conventional design; such, f or example, vas that disclosed in Figure A19. This mechanism comprises a casing 26 housing driving and driven shafts 316 and 318 respectively. The shafts are arranged on a commoncenter and are connected lby a bevel gear differential 380. Around a differential cage 382 is a band type brake 384 and within the cage a multiple disk clutch 386 connecting the cage with the output or driven shaft 318. The brake is connected to a control lever 24 by means, not shown, and the lever is connected to the clutch by means of a cone 383 and lever 390.

With the control lever 24 moved into the forward drive position, the clutch is engaged land the external brake is free. so that the shafts 316 and 316 are lockedI together and the clutch and diiferential rotate as a unit. When the-lever 24 is placed in its neutral position, the clutch and brake are disengaged. Consequently, no torque is transmitted -to the driven shaft 318. This shaft is at this time rendered immovable by thel brake mechanism heretofore described. When the lever is moved toits astern position, the clutch remains disengaged and the brake 384 is applied, holding the differential cage stationary so that the shaft 318 is driven in reverse throug bevel pinions 392 of the differential. a

There is disclosed in Figure 21 a. switch'construction adapted for marine craft provided with two engines. To a steering post 394, protruding from the instrument panel 396, there are secured, in linel two switch casings 338 and 400, each being of similar construction and duplicating the switch disclosed in Figures 12 and 13. The switch control handles 402 and 404 are positioned immediately beneath a steering wheel 406 so as to be readily accessible to thev operator.

Although this invention has'been described in connection with certain specic embodiments, the principles involved are susceptible of numerous other applications that will readily occur to persons skilled in the art. 'I'he invention is, therefore, to be limited only as indicated by the scope of the appended claims.

I claim:

1. Power means for operating the transmission of marine craft comprising a pressure diierential operated motor operably connected with the transmission, valve means for controlling the operation of said motor comprising two threeway valves, one mounted on each end of said motor, and means for operating said valve means comprising a solenoid for operating each valve, switch means for controlling the operation of said solenoids comprising a manually operated selector switch operable to effect an energization of either of said solenoids, said switch means further comprising a power operated switch for making possible an energization of one or the other of said solenoids to neutralize the transmission, after the transmission has beenestablished in either its ahead Vor astern positions, a power operated switch automatically operable, after the ahead setting of the transmission has been established, to deenergize one of the aforementioned solenoids, and power means, automatically operative upon release of the aforementioned manually operable selector switch after the same has been moved into its astern position, to return the selector switch to its neutral position. v

v2. Power means for operating the transmission of marine craft comprising a pressure differential operated motor operably connected with the transmission, valve operating lever means associated with said motor, valve means for controlling the operation of said motor comprising a plurality of three-way valves, power means for operating said valves comprising a plurality of solenoids, an interlocked selector switch mechanism for controlling the operation of said solenoids comprising a manually operable three-'way selector switch operable, depending upon its posif tion, to energize any one of said solenoids to effect either an ahead or an astern operation of the transmission or a neutralization thereof, and furone time a plurality ofsaid solenoids to effect ther lcomprising a switch mechanism operable by the 'aforementioned lever means, and power means, automatically operative upon release of the aforementioned manually operable selector switch after the same has been moved to its astern position, to return the selector switch to its neutral position. v

3. Power means for loperating the transmission of marine craft comprising a pressure diierential operated motor operably connected with the transmission, valve means for controlling the operation of said motor comprising a plurality of lthree-way valves and a spring and pressure differential operated valve, power means for operating said valves comprising a plurality of solenoids,v

one for operating each of said valves, and interlocked selector switch mechanism for controlling the operation of said solenoids comprising a manually operable five-way selector switch oper- 20 able, depending upon its position, to energize at either an ahead or an astern operation of the transmission and a power operated selector switch also operable to condition either one of two of said solenoids to effect a subsequent neutralization of the transmission. V

4. Transmission operating power means comprising a motor operatively connected to the transmission and eiective to place the same in gear,- valve means for controlling the operation of said motor, means for operating said valve' means including a manually operable selector, a pressure limiting valve for limiting the degree of pressure actuation of the motor, and means rendered operable by the selector when the latter is placed in a predetermined position for effecting operation of said pressure limiting valve so as to limit the power output of the motor. I v

` vIc'roa w. KLIESRATH. 

